Shunting or trip device



LSZLSSZ A. G. sn-sAvER- SHUNTING OR TRIP DEVICE Filed Dec. 29, 1921 2sheds-sheet 1 A J v v v v vv v v Q A /\/\l\ A w /v//v/v/ 61H70: new

. EFA? Dec. 30, 1924. 1,521,332

' A. G. SHAVER SHUNTINGOR TRIP DEVICE Filed Dec. 29. 1921 2 Sheets-Sheet2 }}V7A v/A v/A v/A v/A y/.A v/A v/A y/A I I Zz fl. ,Shaver PatentedDamm, 1924, y

' UNITED sra'ras 1,521,332 PATENT oFF-ion.

ARCHIBALD e. envian," or CHICAGO, ILL

mois, AssIeNon 'ro THE neem SAFETY DEVICES COMPANY, INC., 0F YORK, Yay-A CORPORATION OF NEW YORK.

, il.; G. on 'reir DEVICE.

Application liedDecember 29, 1921. Serial o. 525,790.

To all wlwm it may concern.' 1

Be it known that I, ARCHIBALD G. SHAVER, a citizen of the-UnitedlStates, residing, at Chicago, in the county of Cook and State ofIllinois, have invented certain new and useful Improvements in Shuntingor TripY Devices, Yof which the following is 'a speciication.

This invention relates to a train control system, and more particularlyto a train control system of e. induction type, and

has special reference to the provision ofI an inductive shunting ortripping apparatus adapted especially for use with the train controlsystems disclosed in my copending applications Ser. No. 506,595 ofOctober 10, 1921 and Ser. No. 515,242 of November 13, 192i.

Among the more important objects of my present invention are theprovision of cooperative vehicle and roadside magnetic or inductiveapparatus including magnetic shunting or tripping instrumentalities foriniiuencing train control means to condition the latter for controlbyindependent vehicle and roadside mechanism operable in response totrailic conditions; the further provision of such vehicle and roadsidemag- -netic apparatus in vwhich a three-element or three coil vehiclecarried means comprising two energy transmitting coils normally coupled\to an transferrence of energy' therebetween is arranged formovementover a roadside magnetic element, the latter being operative forvshunting movement of the vehicle, the further rovisio-n of apparatus ofthis nature in w ich the shunting of the receiving coil effects thetripping of .vehicle control means; the still further provision of aparatus of this nature in which substantially complete magnetic shuntingof the energy receiving coil is made elective b neutralizing any manetic leakage throug the receiving coil taking place during shuntingactivity; and the provision of apparatus of the nature referred to inwhich the neutralization of magnetic art 1opposed inductive couplingbetween the co1 s.

To the accomplishment of the foregoing and such other objects as mayhereinafter appear, my invention consistsv in the `elements and theirrelation one to the other,

energy receiving coill for' the energy receiving coil inthe leakage 'isobtained by producingy as hereinafter particularlydescribed and soughtto be defined in the claims, reference being had to the accompan ingdrawing which shows referred embo iments of my invention, an in Which:-.L

Fig. 1 is a diagrammatic view of a stretch oftrack and of the vehiclecarried apparatus in a position cooperating with the roadside magneticelement foreffecting a shunting or tripping action, the vehicle carriedapparatus ing displaced laterally for purposes of clarity, 4 t Figs. 2,3 and 4 are views of modifications in lwhich complete shuntin action isaccomplished by a neutralization of magnetic leakage between'the coils,

Fig. 5 -is a view of the vehicle carried apparatus in use with atwoelement relay, an

Fig. 6 is a view of the same in use with`75 a single element relay.

Referring now more in detail to the drawings, the present invention asheretofore mentioned comprehends the provision of cooperative vehicleand roadside magnetic or inductive means for producing a given controlcondition in train control mechanism of the ty -e disclosed in mycopending ap lication er. No. 515,242 above mention for conditioningsaid train control mechanism for operation by additional cooperatingvehicle and roadside magnetic means. Referring now to Figs. 1 and 5 ofthe drawings, the vehicle carried mechanism comprises -a .plurality ofinductively coupled,A coils M1, M2 and M3, the coils M1 and M2comprising -energy transmitting coils and the coil M, comprising anenergy receiving coil arranged between the energy transmitting coils,the three coils being in the nature of a transformer having a pair ofouter primary windings and an inneror intermediate secondary winding allwound on linear cores arranged in parallel relation. The energytransmitting coils M, and M3 are connected in series to a vehicle sourceof energy such as the alternating current generator G as clearly shownin the figures,the ener receiving coil M, being connected to a v icl'econtrol device suchas the rela R which-may comprise a two element re ayhaving the elements 1 and 1", the said energy receiving coil beingconnected to the element r of said relay, and the other element 1" beingconnected across 110 the lines to the generator G as clearly appears inthe figures. For the purpose of correcting or adjusting the phaserelation of the current in -the circuit of the primary windings M1 andM2, I may provide a condenser C arranged in the said circuit.

Cooperating with the inductively coupled coils or three elementtransformer, there is provided for each section or block of the ytrackan inert track element I, the inductively coupled coils being adapted tomove over and cover the track element I in the .the energizing currentfor the relay R is passage, of the vehicle thereover. With thisconstruction it will be seen that normally when the train is runningbetween track elements magnetic flux is transmitted from the primarycoils M1L and M2 to the intermediate secondary coil, inducing a currenttherein sufficient to energizethe relay element 1* to normally keep thearmatures controlled thereby in a closed condition. When the transformercovers a track element I, the magnetic flux fiows from the primary coilsto and through the inert track element I, resulting inv a diverting orshunting of magnetic flux from the receiving'coil M3 the 4shunting ofthe said receiving coil resulting in a reduction in the energizingcurrent of the relay element 1' and an effective deenergization of thelatter, with the result that y the armatures controlled thereb areopened for tripping other train contro means.

Experiments seem to indicate that the theory of operation or action ofthe transformer combination Ml-Mz-M3 and of the inductive influence ofthe inert inductor I to roduce the magnetic shunting of the secondary ofthe transformer or shunting or diverting of the lines of flux may betaken substantlally as follows, it being understood, however, that thistheory of operation is given by way of explanatlon only, and not by wayof limitation of the invention:

If we let M=Total MMF, the magneto motive force in the magnetic circuitof the transformer M1-M2-M3.

p=Total flux. i Rj=Reluctance`of the primary coils.

Rr=Reluctance of the remainder of the Amagnetic circuit.

Then l M= P(R1+Rr) (l) Transposing,

M-. pR,=pRr (2) Equation (1') shows that the total magneto motive forceis made up of the mag.

neto motive force active on the primary and the magneto motive forceactive on the remainder of the magnetic circuit. In equation (2) thequantity cpRr may be considered the magnetic potential difference whichis effective on the remainder of the magnetic circuit for energizingpurposes and more particularly for energlzing the secondary M1.

from equation (2) it will be seen (assuming M to remain constant) thatthe effective magnetic potential difference Rr operative for energizingpurposese decreases so that effectively decreased.

(b) The' magneto motive force M, however, does not remain constant. Whenthe vehicle carried transformer moves over the track element, thereactive efl'ect Aon the vehicle carried inductor due to the decrease inreluctance in the magnetic circuit produces a decrease in the magnetomotive force Msince the inductance of the energizing primary coil isincreased 'with a corresponding decreasein energizing current. Themagneto motive force (ampere turns) therefore is decreased and thus thedifference between this and QR, is decreased still further, theresulting magnetic potential diff'erence active for energizing thesecondary ybeing .thereby still further reduced. Experiments appear todetermine that the decrease in the magnetic potential difference due tothe first effect (a) is the more predominant of the two, the resultantchange being due substantially to this factor, the magnetic flux throughthe secondary being therefore actually shunted or diverted, althoughpart of the total magnetic flux is somewhat decreased due to the secondmentioned factor (b).

For the purpose of assuring the complete deenergization of the relayelement 7 during the tripping or-shunting action, I provide means forneutralizing or opposing any energizing current in the circuit of saidrelay element produced by any magnetic leakage or residual between theprimary and secondary coils of the transformer. To this end I provide asecond inductive coupling between the primary and secondary coils, and'more particularly between one of said primar coils and the saidsecondary coil, for pro ucing a. magnetic flux in opposition to anymagnetic flux resulting from the leakage betweenthe coils, such aconstruction being shown in Figs. 2 to 4 of the drawings. In Fig. 2 ofthe drawings the central coil M3 and one external coil M1 are loopedtogether by an opposing or bucking coil having a winding WBS over thecoil M3 and a ing current is sufficient to neutralize the actuatingcurrent resulting from any mag-' netic leakage between the coils.

In Fig. 3 an alternative form of arrangement is shown, in which thebucking or opposing coil is produced by a winding W,L on the core of thecoil M1 of a few turns in series with the central coil M3. In Fig. 4 thesame result is accomplished on the autotransformer principle with theseparate coil eliminated, a few turns W4 of the coil M1 being connectedto the secondary coil M3 for this purpose.

In lieu of employing a two-element relay for operating the traincontrolling mechanism, it will be apparent that other forms of relay maybe employed as shown for example in Fig. 6, in which a single elementrelay R is connected to the secondary coil M3 of the transformer.

The operation of my train control apparatus will in the main be apparentfrom the above detailed description thereof. lt will he apparent that asthe vehicle carried mechanism moves over and in proximity tothe inerttrack element I, that the magnetic iiux from the secondary coil M3 willbe shunted for deenergizing the relay R, the magnetic flux under theseconditions {lowing from the primary coils M1 and M2 to and through theinert track element l. It will be further seen that for effecting thecomplete deenergization of the control relay R, any magnetic leakagebetween the vprimary and secondary coils taking place during shunting ortripping action is effectively opposed and neutralized by the secondary1nductive coupling between the said coils.

While l have shown my device inthe preferred forms, it will be apparentthat many changes and modifications may be made in the structuredisclosed, without departing from the spirit of the invention, deiined1n the following claims- 1. In combination, vehicle mechanism comprisinga plurality ot energy transmitting coils, an energy receiving coilinductively coupled thereto, and roadside mechanisrn comprising amagnetic member operative when the vehicle mechanism moves in proximitythereto for magnetically shunting the energy receiving coil.

2. In combination, vehicle mechanism comprising a transformer includinga pair of primary coils `and a secondary coil couple thereto, androadside mechanism comprlsin a magnetic shunt member operative when thevehicle mechanism moves in proximity thereto for shunting the magneticflux from the secondary coil of the transformer.

3. In a train control systenn'in combination, vehicle mechanismcomprising a plurality of primary coils and a secondary coil coupledthereto, vehicle control means iniuenced by said secondary coil, asource of energy connected to the primary coils, and roadside mechanismcomprising a magnetic member operative when the vehicle mechanism movesin proximity thereto for magnetically shunting said secondary coil foroperating said vehicle control means.

4. ln combination, vehicle mechanism comprising a source of energy, acontrolling relay, three parallelly arranged inductively coupled coilsincluding outer coils and an inner coil, the outer coils being connectedto the source of energy and the inner coil to the controlling relay, andcooperative roadside mechanism comprising a magnetic element operativefor magnetically shuntino' the inner coil of the inductively coupledcoils when the latter are moved in proximity to the said magneticelement.

In combination, vehicle mechanism comprising a source of energy, acontrolling two-element relay, three parallelly arranged inductivelycoupled coils including outer coils and an inner coil, the outer coilsbeing connected to the source otl energy and the inner coil to oneelement ot' the controlling relay, with the other element of the relayconnected to the said source ot' energy,

and cooperative roadside mechanism comprising an inert magnetic element.

(i. ln combination, vehicle mechanism comprising a plurality of energytransmitting coils, an energy receiving coil inductively coupledthereto, roadside magnetic means operative for magnetically shunting theenergy receiving coil in the movement of the vehicle over a roadway, andprovisions for neutralizing magnetic leakage through said receivingcoil.

7. In combination, vehicle mechanism comprising a transtorn'ierincluding a pair of primary coils and a secondary coil coupled thereto,roadside mechanism comprising a. magnetic shunt member operative in themovement of the vehicle for substantially shunting the magnetic fluxfrom the secondary coil, and provisions for neutralizing magneticleakage through said seconden' coil.

8. Iny combination, vehicle mechanism comprising a source of energy, acontrolling relay, a plurality of primary coils and a. secondary coilcoupled thereto, the primary coils being connected to the said source ofenergy and the vsecondary coil to the controlling relay. a roadsidemagnetic device for shunting the magnetic flux from the sec-. ondarycoil in the movement ot the vehicle, and provisions for neutralizingmagnetic leakage through said secondary coil during the shunting thereofwhereby the energizing current for said relay is reduced to a minimum.

t). ln combination. vehicle mechanism comprising inductively coupledcoils` roadside mechanism comprising a magnetic memberoperative when thevehicle mechanism 'llO moves in proximity thereto for magneticallyshunting one of said coils, and provisions for neutralizing magneticleakage through said shunted coil.

10. In combination, vehicle mechanism comprising inductively coupledcoils, roadside mechanism comprising a magnetic member operative Whenthe vehicle mechanism moves in proximity thereto for magneticallyshunting one of said coils, and provisions for neutralizing magneticleakage through said shunted coil, the said provisions comprising anopposing inductive coupling between said coils.

11. In combination, vehicle mechanism comprising inductively coupledcoils, roadside mechanism comprising a magnetic member operative Whenthe vehicle mechanism moves in proximity thereto for magneticallyshunting one of said coils, and provisions for neutralizing magneticleakage through said shunted coil, the said provisions comprising acoupling between the coils for producing a magnetic flux in the shuntedco-il in opposition to the leakage lux therein.

12.*In combination, vehicle mechanism comprising a pair of energytransmitting coils, an energy receiving coil inductively coupledthereto, roadside mechanism comprising a magnetic member operative Whenthe vehicle mechanism moves in proximity thereto for magneticallyshunting the energ receiving coil, vand provisions :for neutra izingmagnetic leakage through said receiving coil. x

13. In combination, vehicle mechanism comprising a source of energy, acontrolling relay, coils comprising a pair of pri- Vmary coils and asecondary coil coupled thereto, the primary coils being connected to thesource of energy` and the secondary coil to the controlling relay,roadside mechanism` including a magnetic element for shunting saidsecondary coil in the movement of then/vehicle, and provisions forneutralizing magnetic leakage through said secondary coil to minimizethe energizing current-of said controlling relay.

,l 14:'.In combination, vehicle carried mechanism comprising a"nthree-element transformer having a primary and a secondary and aroadside mechanism for magnetically shunting the secondary in themovement of the vehicle carried mechanism over the roadside mechanism.

15. In combination, vehicle mechanism comprising a source of energ atrain controlling device, a plurality o energy transmitting coilsconnected to said sourceof energy, an energy receiving coil inductivevlycoupled to said energy transmitting coils andconnected to said traincontrolling dev1ce, and provisions for neutralizing magnetic leakagethrough said energy receiving coil under predetermined conditions.

1G. In combination, vehicle carried mechanism comprising a three-elementtransformer having a primary and a secondary, vehicle carried controlmeans controlled by said secondary, a vehicle carried source of energyconnected to the primary, and a roadside mechanism for magneticallyshunting the secondary in the movement of the vehicle carried mechanismover the roadside mechanism. p

17.. In combination, vehicle 'carried mechanism comprising athree-element transformer having a primary anda secondary, roadsidemechanism for magnetically shunting the secondary in the. movement ofthe vehicle carried mechanism over the roadside mechanism, andprovisions for neutralizing magnetic leakage through saidsecondcomprising a source of energy, a train controlling device,athree-element transformer lhaving a primary connected to thev source ofenergy and a secondary. connected to the train controlling device, andprovisions for neutralizing magnetic leakage through said secondaryunder predetermined conditions.

19. In combination, vehicle 4mechanism comprising an energy device, acontrolling device,th'ree inductively coupled coils, includingoutercoils and an inner coil, the outer coils being connected to one of saiddevices andthe inner coil being connected with the other of saiddevices. L

20. In combination, vehicle inductive mechanism comprising -an energytransmitting coil set and energy receiving coil setv inductively coupledthereto; one of said sets comprising a plurality of coils, a source oienergy connected to one of said coil sets and a train controlling deviceconnected to the other of said coil sets. l

21. In combination, vehicle inductive mechanism comprising an energytransmitting coil set and energy receiving coil set inductively coupledthereto; one of said` sets comprising a plurality of coils, a source ofenergy connected to one of said coil sets and a train controlling deviceconnected to the other of said coil sets, and cooperative roadsidemechanism comprising a magnetic element operative for magneticallyshunting'the energy receiving coil set.

22.` In combination, vehicle mechanism comprising a source of energy,l atrain controlling device, an energy transmitting coil connected to saidsourceof energy, an energy receiving coil inductively coupled to saidenergy transmitting coil and connected to said train controlling device,and provisions for neutralizing magnetic leakage throughvsaid energyreceiving.y coil under predetermined conditions. i

In testimony whereof I affix my signature l ARCHIBALD G. SHAVER

